Flight dynamics-I Prof. E.G.

Tulapurkara
Chapter IV

Chapter 4
Lecture 16

Engine characteristics – 4

Topics
4.3.3 Characteristics of a typical turboprop engine
4.3.4 Characteristics of a typical turbofan engine
4.3.5 Characteristics of a typical turbojet engines
4.4 Deducing output and SFC of engines where these characteristics are
not available directly
4.5 A note on choice of engines for different range of flight speeds

4.3.3 Characteristics of a turboprop engine

As noted earlier, in this engine, a major portion of the output is available at
the propeller shaft (SHP) and a small fraction through the jet thrust (Tj). Hence,
the output is represented as:
THP = ηp SHP + (Tj V /1000) (4.30)

where SHP = shaft horse power available at propeller shaft in kW,ηp = propeller
efficiency and Tj = jet thrust
The total output of a turbo-prop engine, also called ‘Equivalent shaft horse
power (ESHP)’, is defined as :
ESHP = SHP + {Tj V / (0.8x1000) } (4.31)

Note : (i) For the purpose of defining ESHP, the value of ηρ is taken as 0.8 in
Eq.(4.31). The ESHP and SHP are in kW.
(ii) Equation (4.31) would not be able to account for the contribution, to ESHP, of
the thrust produced when the flight velocity (V) is zero or the static condition. For
this case and when V < 100 knots (or 185 kmph), the convention is to define
ESHP as follows (Ref.4.3, chapter 14).
ESHP = SHP + (Tj / 14.92) (4.31a)
where ESHP and SHP are in kW and Tj is in N.

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Chapter IV
For example a turboprop engine developing SHP of 746 kW and jet thrust of
503 N, under sea level static condition, would have :
ESHP = 746 + (503/14.92) = 780 kW.

Characteristics of a typical turbo-prop engine are shown in Fig.4.11. It is

observed that the power output increases with flight speed. This increase is due
 = ρ A i Vi ; Ai and Vi
to two factors viz. (a) the mass flow through the engine ( m

being the area of intake, and the velocity at the intake) increases with flight
speed and (b) the pressure rise due to the deceleration of the flow in the inlet
diffuser also increases with flight Mach number.
Figure 4.11 also shows the influence of ambient temperature on power output. It
is observed that there is a significant fall in ESHP as the ambient temperature
rises.
From the curves regarding fuel flow rate in Fig.4.11, the BSFC can be obtained
at various speeds and altitudes as:
BSFC = (Fuel flow/hr) / ESHP
Remark:
Reference 3.9 Appendix E.3 gives performance curves for a large turboprop
engine with sea level static power of 6500 HP. It may be noted that the ‘Sea level
static power’ is the engine output at sea level at zero velocity. Reference 1.9,
chapter 6 gives characteristics of an engine of around 1700 HP.

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Chapter IV

Fig.4.11 Characteristics of PT6A-25 turboprop engine

(Adapted from Brochure of Pratt & Whitney Canada Corp. 1000, Marie-Victorin,
Longueuil Quebec J4G 1A1, Canada © Pratt & Whitney Canada Corp.
Reproduced with permission)
4.3.4 Characterisitcs of typical turbofan engine
In the early turbofan engines the thrust output used to remain fairly
constant with flight speed. In the modern turbofan engines the performance at
low speeds and low altitudes (up to about 5 km) has been improved so that the
ratio of the sea level static thrust and that (thrust) in high speed-high altitude
flight is much higher than the early turbofan engines. The ‘Sea level static thrust’
is the engine output at M=0 at sea level. Higher sea level static thrust helps in
reducing the distance required for take-off. Figure 4.12 shows the variations of
thrust with Mach number at different altitudes for an engine with bypass ratio of
4.9. The figure also shows the values of the specific fuel consumption (TSFC).

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Chapter IV
Remark:
Chapter 9 of Ref.3.22 gives the performance, in terms of non-dimensional
parameters, for engines with bypass ratios of 3, 6.5, 8 and 13. The curves are
also presented for take-off rating, climb rating and cruise rating. It may be added
that the ‘Take-off rating’ is the engine output which can be availed for about 5
min. The engine can be run at ‘Climb rating’ for about half an hour and at ‘Cruise
rating’ for long periods.

Fig.4.12 Characteristics of Pratt and Whitney PW4056 turbofan engine -

maximum cruise thrust
(With permission from Pratt and Whitney, East Hartford)
4.3.5 Characterisitcs of typical turbojet engine
The characteristics of a supersonic turbojet engine are shown in Figs.4.13a to d.
It is observed that at subsonic speeds the thrust is fairly constant, but it increases
considerably at supersonic speeds. This rise is due to increased ram pressure
in the intake, as a result of the deceleration of the supersonic flow. The Mach

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Chapter IV
number at which the peak value of thrust occurs depends on the design of the
engine.

Fig.4.13a Characteristics of Pratt and Whitney

JT4A-3 turbojet engine (estimated thrust, TSFC, and airflow) under standard
atmospheric condition and 100% RAM recovery. h = sea level
(With permission from Pratt and Whitney, East Hartford)

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Flight dynamics-I Prof. E.G.Tulapurkara
Chapter IV

Fig.4.13b Characteristics of engine in Fig.4.13a, h = 15000 ft

(With permission from Pratt and Whitney, East Hartford)

Fig.4.13c Characteristics of engine in Fig.4.13a, h = 30000 ft

(With permission from Pratt and Whitney, East Hartford)

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Chapter IV

Fig.4.13d Characteristics of engine in Fig.4.13a, h = 45000 ft

(With permission from Pratt and Whitney, East Hartford)
Remarks:
i)In Fig.4.13a to d the true airspeed is given in knots;one knot is equal to
1.852 kmph. Further, the speed of sound at h = 0, 15000’ , 30000’ and 45000’ is
respectively 661, 627, 589 and 574 knots.
ii) Bypass supersonic turbofan engines are also being considered for supersonic
flight. Reference 3.9, gives, in Appendix E, typical curves for an engine with sea
level static thrust of 30000 lb (133 kN). Similarly Ref.4.5, chapter 8 also presents
curves for an engine with 33000 lb (146.3 kN) sea level static thrust. Figures 4.13
a to d also indicate the values of specific fuel consumption (TSFC) and the air
flow rate.
iii) Figure 4.8b shows an afterburner duct between the turbine exit and the entry
of the nozzle. The same figure also shows the fuel spray bars and the flame
holder. An afterburner is used to increase the thrust output for a short duration.
When the fuel is burnt in the afterburner, the temperature of the gases goes up
and the thrust increases when these gases subsequently expand in the nozzle.

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Chapter IV
However, the specific fuel consumption also goes up considerably and the
afterburner operation is resorted to only for a short duration like during take-off or
transonic acceleration.
4.4 Deducing output and SFC of engines where these characteristics are
not available directly
The detailed information about engine performance (i.e. variations with
altitude and flight velocity of the thrust (or power) and TSFC (or BSFC) is
generally available only in a limited number of cases. To get the performance of
an engine with other rating, scaling of the available data is carried out. For this
purpose, the values of thrust(or power) of the engine, whose characteristics are
known, are multiplied by a suitable factor which will bring the output of the
existing engine equal to the output of the desired engine. It is assumed that the
SFC values will be the same for the two engines. This kind of scaling is generally
applicable for outputs within ± 25% of the output of the known engine (Ref.4.5,
chapter 8).
4.5 A note on choice of engines for different range of flight speeds
The topic of choice of engine for different types of airplanes is generally covered
in airplane design. Here some salient points are mentioned to conclude the
discussion on engines.
The following five criteria are used to select a power plant for a specific
application.
1.Overall efficiency  η0  : This quantity is the product of (a) thermodynamic

 
cycle efficiency ηt (b) Combustion efficiency  ηc  (c) mechanical efficiency

ηm  and (d) propulsive efficiency ηp  . The thermodynamic efficiency depends
on the thermodynamic cycle on which the engine operates. The details regarding
estimation of ηt are available in books on thermodynamics. However, it is of the

order of 40 to 50%. The combustion efficiency and mechanical efficiency would

be around 95%. The propulsive efficiency of the propeller and gas turbine
engines have been described in subsections 4.2.7, 4.2.8 and 4.3.2. It has been
pointed out there that ηp depends on flight speed or Mach number.

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Chapter IV
The specific fuel consumption (SFC) is an indication of the overall efficiency.
Based on Ref.3.9 chapter 3, it can be mentioned that the piston engine-propeller
combination would have lowest SFC for Mach number (M) upto about 0.3. The
turboprop engine would have lowest SFC in the range of Mach number from 0.3
to 0.6 which may extend to M  0.7 with the use of a transonic propeller. The
high bypass ratio turbofans have lowest SFC between for M  0.7 to 1.0 and the
low by-pass ratio ones between M  1 to1.6 . Turbojets are more suited for
M  1.6 to about 3.5 and ramjets later upto M  8 . It may be recapitulated that a
ramjet engine requires another powerplant to bring it to Mach number of about
1.5.
2. Variation of thrust (or power) with flight speed and altitude:
The shaft horse powers of piston engine and turboprop engine do not change
significantly with flight speed. Consequently, the thrust outputs of these engines
decrease significantly with flight speed or Mach number. The output of a turbofan
engine decreases with Mach number, especially at low altitudes (Fig.4.12). The
thrust of a jet engine is fairly constant at subsonic speeds but increases
considerably at supersonic speeds (Fig.4.13 c & d). As regards the effect of flight
altitude Eq.(4.1a) shows that for a piston engine P / Psl  = σ1.1 where σ is the

density ratio and the suffix ‘sl’ denotes a quantity at sea level.
For a turbo-prop engine (from Ref 1.10 chapter 3), P/Psl   σ 0.7 . From

Ref.3.15, chapter 3, (T/Tsl) for turbofan and turbojet engines is also roughly
proportional to σ 0.7
3. Weight of the engine:
The weight of the engine contributes to the gross weight of the airplane and
hence it should be as low as possible.This quantity is indicated by the ratio Wpp/T
or Wpp/BHP, where WPP is the weight of the power plant. This ratio depends on
the type of engine and the engine rating; it (ratio) decreases as the rating
increases. Based on data in Ref.1.15, it can be mentioned that the weight per
unit BHP for a piston engine is around 9N/kW for an engine with a rating of
around 150 kW and about 6N/kW for a rating of around 500 kW. For a turboprop

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Flight dynamics-I Prof. E.G.Tulapurkara
Chapter IV
engine WPP/ESHP is around 2.9 N/kW for rating of 500 kW, 2.3 N/kW for a rating
of 2500 kW and 1.4 N/kW for a rating of 7500 kW. For a turbofan engines the
ratio WPP/T could be around 0.25 N/N for a rating of around 100 kN and about
0.15 N/N for a rating of about 250 kN.
4. Frontal area:
The frontal area of an engine contributes to the parasite drag of the airplane.
Hence, a lower frontal area is a desirable feature of the engine. For a given
output the piston engine-propeller combination generally has the highest frontal
area. Turboprop, turbofan and turbojet follow in the decreasing order of the
frontal area.
5.Other considerations :
Gas turbine engines have mechanical simplicity as compared to a piston
engine. However, gas turbine engines are costlier than the piston engines as
some of the components of the gas turbine engines operate at higher
temperature and RPM. This requires special materials and fabrication
techniques.
Keeping these factors in view the different types of engine are used in
the speed range/application as given in Table 4.3

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Chapter IV

Type of engine Speed / Mach number Application – airplanes

range in the following
categories
Piston engine-propeller General aviation, trainer,
combination Upto 300 kmph agricultural and sports.
Short and medium range
Turboprop 250 to 600 kmph; transport/cargo, aerial
upto 750 kmph with survey, feeder liner and
advanced propeller executive transport.
Medium and long range
Turbofan M from 0.7 to 1.0 transports, cargo,
maritime patrol, executive
transport, jet trainer.
Trainers, supersonic
Turbojet M from 1 to 3 transport, fighter,
interceptor, bomber.
Intended for hypersonic
Ramjet M from 2 to 8 transport.

Table 4.3 Speed range and applications of different types of engines

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